B767 flight crew reported a Main Gear Door did not close so they returned to departure airport.
Synopsis
B767 flight crew reported a Main Gear Door did not close so they returned to departure airport.
Narrative
The APU was left on for takeoff as per phone with Maintenance during briefing regarding requirement for a system validation. Take off runway was XXL. After takeoff and shortly after gear retraction the following EICAS messages displayed: GEAR DISAGREE; GEAR DOORS; and APU Fault. EICAS gear Indications showed the nose gear up and locked; but both left and right main gear remained in the cross hatched" in transit position. Vibration of the aircraft was indicative that gear(s)/door(s) were not up and locked. The status page also confirmed the APU had auto shutdown. ATC was notified. A request was made to level at 10;000 ft and vectors in order to trouble shoot. Airspeed was kept at 250 knots or below throughout. [Advised ATC] in order to facilitate the requested altitude and delayed vectors in high density airspace. As per training in a "non-normal" scenery; aircraft control and radios were transferred to the FO while the relief pilot and Captain ran appropriate checklist; and conferred with dispatch and Maintenance. As a result; the determination was made that the aircraft should return ZZZ. The flight attendants were notified and passengers were updated numerous times throughout the event. Further discussion between dispatch and the crew resulted in the decision to dump fuel in order to place the aircraft closer to maximum landing weight due to reasons such as; possible main landing gear integrity; main landing door(s) stuck in a full down position; and high crosswind/gust being reported at ZZZ. ATC was advised. The aircraft was climbed to 13;000 feet and vectors were issued toward the fix ZZZZZ over the water. Fuel dump was conducted via appropriate checklist. Upon completion; ATC assigned routing back toward ZZZ for an ILS approach to Runway XXR. The approach was briefed as per SOP; to include the potential to proceed to a longer runway and more favorable wind conditions at ZZZ1; if necessary. As requested; ATC assigned a lower altitude/airspeed in order to extend the gear early; in the event there was a need for completion of any further required checklist; should it be necessary. Once the gear was lowered; indications showed showed all down and locked. A normal landing to XXR was conducted. The aircraft was cleared from Runway XX Right and Left; eventually onto Taxiway 1 for gear inspection. Crash fire and rescue confirmed that the left main gear door was in the full down position. The aircraft was taxied uneventfully to the gate. Maintenance confirmed the left main gear door was in the full down position; hence the EICAS DOORS light. Of particular note; throughout the evolution; the captain justified all decisions and consulted with the crew for input throughout. The relief pilot was a great asset; with continuous involvement in completion of checklist; monitoring the pilot flying; keeping the cabin crew/passengers updated; and backing up the control seats. A thorough post flight brief was conducted by the crew as per SOP as well as a briefing with station maintenance team that met the aircraft."
Second reporter narrative
After gear retraction during takeoff several EICAS messages came on. GEAR DISAGREE GEAR DOORS and APU FAULT. Our indications showed gear up and locked but the gear doors in transit. We felt a vibration or rumble" in the aircraft; confirming that a gear door may be down. The Status page confirmed that the APU had auto shutdown. We took off with the APU on as per MEL on the aircraft. We asked to get vectors and hold to run checklists and communicate with company; and then plan to return to ZZZ. We maintained 250 knots. I transferred control of the aircraft and ATC communications to the flying F/O while the relief pilot and I ran the appropriate checklists. We contacted Dispatch and maintenance control spoke with the purser and briefing and made several PA's to the passengers. We decided to dump fuel after a discussion between the crew and dispatch. The decision was due to possible gear integrity; gear door position and strong gusty crosswinds at ZZZ. We [advised ATC] and requested place to dump from ATC. We climbed to 13;000 ft and dumped our center tank fuel close to the ZZZZZ fix; referring to the appropriate checklist. Then turned back to ZZZ. We extended the landing gear early to ensure that we would have time to address any further issues with the gear. The landing gear extended normally and indicated that it was down and locked. The GEAR DOORS EICAS remained. We made a normal landing on RWY XXR at ZZZ. Crash Fire and Rescue vehicles were standing by. We cleared the runway and taxied to the gate without trouble. The crash Fire and Rescue team as well as maintenance confirmed that the left main gear door was down while the right one was in the up position. The crew worked as a team to reach the safest outcome. We discussed all decisions as a crew. I considered inputs from all crew members. Both the F/O's had valuable inputs; good decision making and excellent."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.